Internal-combustion engine



J. H. R. GARRETT INTERNAL COMBUSTION ENGINE Filed Dec. 16, 1922 5 Sheets-Sheet 1 Dec; 30,1924.

1,520,942 J. H. R. GARRETT INTERNAL COMBUSTION ENGINE Filed Dec. 16, 1922 5 Sheets-Sheet 2 uwzwto'z g (1.12/5: a'arrezz fnc. 30, 1924. 1,520,942

J. H. R. GARRETT INTERNAL COMBUSTION ENGINE Filed Dec. 16, 1922 5 Sheets-Sheet 5 1,520,942 J. H. R. GARRETT INTERNAL COMBUSTION ENGINE Filed Dec. 16, 1922 5 Sheets-Sheet 4 nvowtoz Dec. 30, 1924.'

J. H. R. GAiQRETT INTERNAL COMBUSTION ENGINE Filed Dec. "16, 1922 5 Sheets-Sheet 5 Patented Dec. 30-, 1924.

JOHN HARDING RAYMOND GARRETT, OF URBANA, ILLINOIS.

INTERNAL-COMBUSTION ENGINE.

Application filed llecemb er 16, 1922. Serial No. 607,319.-

To all whom it may concern:

'Be it known that I, J OHN HARDING RAY- MOND Gnnnnrr, a citizen. of the United States, residing at 'Urbana, in the county I of Champaign and State of Illinois, have invented certain new and useful Improvements in- Internal-Combustion Engines, of

which the following is' a specifi'cation.=

This invention has reference to internal combustion engines and is particularly'directed to motors of "the. inclosed' overhead valve type. This invention has for its primary purposethe provision of a motor of the above described character which isof'gen'erally improved construction and design, an es- I sential feature' of which is the installing drawings wherein the proposed bein of the movingparts of the motor in such manner "that ready and convenient access. may be had thereto whenever desired for any purpose.

With the, above and other objects in'view the invention resides in the particular. combination, arrangement and construction of parts hereinafter described and explained,

reference being .had .to the accompanying Figure 1 is a view in side elevationlof motor,

Figure 2 is an elevational view of the opposite side thereof.

Figure 3 is a vertical longitudinal view, partly in elevation and partly in section to disclose the working parts of the device.

Figure 14 is a vertical transverse sectional-- view disclosing the valve and distributor mechanism.

Fig

ure 5 ,is a similar view disclosing the pump mechanism of the water cooling sys tem,,-. I 4

Figure 6 is a vertical transverse section thru the motor disclosing the manner of assembling the cylinder blocks and valve head, and

Figure thru the 7 isa verticaltransverse section gear casing'of the motor'and dis- Describing the invention in detail, 10 designates the cylinder block of the motor which, in the present instance, is shown as provide with six cylinders 11. To the ower endof the block is integrally formed the upper half of thecrank case 12, the; lower half 13 being bolted thereto in the usualmanneras illustrated. Bearing 14 supports the crank shaft 15, as shown is provided in Figure 3, and the usual fly-wheel 16 is fastened to the crank shaft at the rear end ofithe motor as shown, a ball bearing 17 being provided forthe end'of the transmission shaft, not shown.

Operating w ton 18 having connection with the crank shaft thru the medium ofla. connecting rod 19. It will be observed thateach cylinder oftheblock opens outwardly of the upper end thereof. and is thus in communication bolts 21 threadedly engaged in the cylinder block as shown at 22'and-penetratingthe upper wallor partition of thecylinder head, to which they are secured by fastenmg nuts 24. .The cylinder'head is hollow and'formed of a double thickness along the side and bottom walls to provide a water jacket space 25 communicating with the water jacket space 25. ofthe cylinder block. In line with each of the cylinders of the block the bottom wall of the cylinder head with a pair of valves 26 and 27 forming the intake-and exhaust valves resgectively of the motor. 4

pening inwardly of one side of the bottom wall of the cylinder head and inclined with respect thereto are a plurality of openings 28 arranged soas to respectively align with the cylinders of the block. These openings cummunicate with the upper end or explosion chamber of the cylinder and receive s ark -plugs 29. On one side of the cylin er head and coextensive with the series of openings is arranged housings 30 and 30' for the spark plugs, wires 31, the

said housings being in electrical connection" with a spark, coil 32 associated with genhin each cylinder is a pietwith'the-interior of the cylinder head 20 erator 33 of the sparking system which will be later described.

Arranged exteriorly ofthe upper wall of the cylinder hood and extending longitudinally thereof is a cam shaft 34 suitably sup- This shaft is p'roported in bearings 35. vided with alurality of cams 36. which engage push re s 37 having a slide bearing in the upper wall of the cylinder head and penetrating the interior of the latter for engagement with the tappets 38 of the va ves, The valves are normally closed by spring pressure and are automatically opened by the pressure of the cams on the push rods, as will be obvious. Access to the interior of the cylinder head for purposes of repairs or replacement of valve parts is provided by means of two closure plates or likes 39 and 39, which are fastened to the head by means of bolts 40. Arranged over the cam shaft and secured to the cylinder head by means of fastening elements 41 is a hood 42 which serves to enclose the shaft.

The cam shaft is extended at one end and:

carries a fixed timing gear 43 which meshes with a gear 44 suitably journaled in a gear casing 45, which casing likewise encloses gear 43. A'third gear 46 is likewise journaled in the lower end of the casing and is adapted to be driven from a gear 47 provided on the end of the crank shaft, thereby serving to drive gears 44 and 43 for rotating the cam shaft and operating the valves. These intermeshing' timing "gears are of proper ratio so as to operate the valves at the proper time and the gear casing is preferably made in separate sections so as to be readily engageable about the gear being connected to the cylinder block by flanged couplin 48 and to the cylinder head by a flange .coup in 49.

It wi 1 thus be seen that the timing gears can 'be readily and conveniently separated from the valve mechanism and from the cylinder block while at the same time the latter two may be readily disconnected from each other. This arrangement provides for a convenient and economical method of dismantling the engine when repairing or cleanin same, at the same time allowing for quic access to various moving parts.

The sparking mechanism of the engine embodies a vertically dis osed distributor shaft 50 suitably journals ina ear housin an-o ening in t e side of the crank case and he d in place by a set. screw 52 passing thru the securing flange 53 of the housing. At its upper end the dis tributor shaft is provided with distributor 54 and on the inside of the housing with a i spiral gear. 55 in mesh with a driving gear 56 fixed on an auxiliary shaft 57. This shaft extends horizontally of the engine on one side thereof and has mounted on one end thereof the enerator 33 before referred to. If desired, t e auxiliary shaft and the generator shaft may be separate units connected up by a coupling 58 as shown. The opposite end of the auxiliary shaft is engaged in a bearin in mes with timing gear 46, by w ich it 59 and-is provided with a ear 60 drains back into the case in the usual manner thru drain passages 65 while it is returned from the cylinder head thru a re turn drain pipe 66. To facilitate connecting up the feed lines with the bearings, the latter are provided with couplings or connecting members 67. The crank case is provided in the side with an oil filler cap and screen 68' and an oil gauge 69 and in the bottom with a drain plug 70.

The cooling of the motor is maintained by a circulation of water thru the water spaces or jackets25 and 25' b means of a ump 71 mounted on the auxiliary shaft and having an inlet 72 and outlet 73, the latter penetrating the water jacket'of the cylinder as shown at 74 in Figures 1 and 5. The return pipe is provided on the opposite side of the motor, as shown at 75 in Figure 7. Communicating with the intake and exhaust cylinder of the valve head are the intake and exhaust manifolds 76 and 77 respectively, the latter having by-pass 78 leading to the carbureter 79 and supplying hot gases thereto for the preheatin of the fuel before it is supplied to the inta e manifold.

From the foregoing it is thought that the advantages and novel features of the invention will be readily understood and that further detail description thereof is not required.

- What is claimed is:

In an internal combustion engine, a motor block presenting a series of cylinders open at their upper ends, a hollow head piece surmounting the said block and presenting intake and exhaustvalves for each cylinder means for operating the said valves including push rods penetrating the upper wall of the head piece and engaging the said valves, and removable plates disposed over openings in the side of the head piece, said openings when unooveredproviding means of access to the valve parts.

In testimony whereof I afiix my signature.

JOHN HARDING RAYMOND GARRETT. 

